Operating and controlling means for atomizer-valves of internal-combustion engines.



L. B. HARRIS.

OPERATING AND GONTROLLING MEANS FOR ATOMIZER VALVES 0F INTERNALGGMBUSTION BNGNES. APPLIOATION FILED MAY 2a, 1913.

11,119,154. Patented Dec.1,1914,

3 SHBBTSYSHEBT 1.

5 nv@ nro@ amm, MXWM r'f L. B. HARRIS. OPERATING AND CONTEOLLING MEANSPOE ATOMIZER VALVES 0E INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAY 26,1913.

Patented Dec. 1, 1914.

-3 SHBETSSHEET 2.

@vw/tf mmm 6! Leonard 5. #arr/'5 L. B. HARRIS. OPERATING AND CONTEOLLINGMEANS EUR ATOMIZEE VALVES 0E INTERNAL GOMBUSTION ENGINES.

APPLICATION FILED MAY 26,1913. P t t d D 1 1914 a en e 6C.

1,1 a sHEETssBEET 3.

UNITED STATES PATENT OFFICE.

LEONARD B. HARRIS, GF WATERTOWN, NEW YCRK.

OPERATING AND CGNTROLLING MEANS FOR ATOMIZER-VALVES OF INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented Dec. 1, 1914.

Original application filed October 16, 1912, Serial No. 726,045. Dividedand this application filed May 26` 1913. Serial No. 769,926.

To all whom it may roncern:

Be it known that I, LEONARD B. Hannie, a subject of the King of GreatBritain, residing at Watertown, in the county of Jefferson and State ofNew York, have invented new and useful Improvements in Operating andControlling Means for Atomizer-Valves of Internal-Combustion Engines, ofwhich the following is a specification.

My present invention relates generally to internal combustion enginesoperating on the well known Diesel principle and hasfto do moreparticularly with an improved means for operating and controlling theoperation of the atomizer valve or valves through which the fuel-oil isfed to the engine cylinder or cylinders.

The subject matter of the present application is a division of my priorapplication Serial 726,045, filed October 16, 1912.

One object of the invention is to provide a simple construction andarrangement of mechanism for periodically lifting or opening theatomized valve to admit a charge of fuel-cil to the engine cylinder.

Another object of the invention is to provide a simple construction andarrangement of mechanism for varying the lift or opening movement of theatomized valve to regulate the charge of fuel-oil fed to the enginecylinder. l

A further object of the invention is to provide a simple and novelconnection between the control-lever or device of the engine and themechanism for operating the atomizer valve whereby to control theopening and closing movements of said valve.

A still further object of the invention is to provide a simpleconstruction and arrangement of atomizer-valve controlling and actuatingmechanism applicable to internal combustion engines of the reversibletype.

The invention has in view other more or less important objects allvofwhich will be made clear in the following.specification.

In order to enable others skilled in the art to understand, make andoperate my said improvements, I will now proceed to describe the same indetail reference being had for this purpose to the accompanyingdrawings, wherein- Figure 1 is a side elevation of so much of aninternal combustion engine as is necessary to an understanding of theinvention. Fig. 2 is a vertical sectional view of the upper portion ofan engine cylinder showing the atomizer valve in the head thereof andlshowing also the actuatin mechanism for the said valve. Fig. 3 is a rontelevation of the atomzer valve controlling mechanism. Fig. 4 is a sideeleva-tion of the same. Figs. 5, (i, and 7 are detail views illustrativeof the lost motion connections between the shaft of the manuallyoperable controller and the means for operating the valve actuators andthe fuel feeding meansrespectively.

In the present embodiment of the invention I have elected to illustratethe atomizer mechanism as organized for use in connection with areversible engine, in which arrangement the valve operating parts are induplicate, but I do not wish to be understood as limiting myself to theorganization shown as obviously by eliminating one train of themechanism the remaining Ytrain may be employed to operate and controlthe atomizer valve of a non-reversing or straightaway engine.

In the accompanying drawing wherein like reference characters indicatethe same parts throughout the several views, the numeral 1 designates apart of the base frame or casting of the engine upon which is mountedthe engine cylinder or cylinders 2, the number of cylinders dependingupon the horse-power required to be developed. Inasmuch as thecylinders, atomizer valve mechanism, fuel-feeding pumps and othernecessary parts for the several cylinders are identical in construction,a description of one set of these mechanisms as applied to a singlecylinder engine will suiice for an understanding of the invention whensuch mechanisms are applied to a multiple cylinder engine.

The atomizer valve for admitting a charge of fuel oil into the enginecylinder is indicated by the numeral 5T, said valve being mounted forvertical movement in an atomiZer sleeve 57a. which sleeve is inclosed bv a 100 described are all removably mounted in the cylinder head,`butthey will not be described in detail as thev form the subject matter of'mechanism of the present invention has an.

operating connection with the manual control lever of the engine. Thiscontrol lever is indicated by the reference numeral 41, Fig. 1, and ismounted upon a shaft 42. The control lever in the instance shown isassociated with a dial-plate 46, provided with peripheral notches 45,with which a locking dcg 44, carried by the control lever may engage inorder to set or lock the lever in any desired osition. The control levermay be moved 1n either direction to set the operative parts for runningthe engine either ahead or astern.

The charges of fuel oil are admitted to the working cylinders of theengine through the atomizer 56, fuel oil being admittedv under airpressure in the usual way upon the lifting of the valve 57, said valvebeing lifted at regular intervals through the rnedium of the levers 58,there being in the instance shown two such levers associated with thestem of each of the valves 57, the levers 58 passing through atransverse opening formed i the upper end of the stem of the valve.rlghe levers 58 are pivoted at 59 to a bracket 60 projecting upward fromthe cylinder head of the engine. A spring 58a acts upon the upper end ofthe lever 57 to normally hold the valve firmly to its seat, the saidspring being closed in a threaded cap 58h, which, cap has an adjustablethreaded connection with the sleeve portion 58c forming a part of theatomizer structure. Obviously the pressure of the Valve 57 upon its seatmay be regulated by adjusting the position of the threaded cap 58". Oneof the levers 58 of the two referred to is employed to lift the valvewhen the control lever 41 is set for running the engine ahead and theother of said control levers is employed when the controller is set forrunning the engine astern The operating and controlling mechanisms forthese levers which will now be described, are so arranged that one orthe other will be automatically set in position for operation by themovement of the manual control lever.

Pivotally connect-ed to the free end of` each of the atomizer valvelevers 58 is a depending rod 106 carrying a roller 107, at its lowerend` such roller being adapted to move `back and forth over the face ofa lever 108 fulcrumed at 109, said lever carrying a roller 101, at itsfree end that coperates with a cam 111 mounted upon the cam shaft 40 ofthe engine, the said cam 111 acting to lift the lever 108 at regularintervals, and

through the described connections with the lever 58 lift the valve 57ofthe atornizer to admit a charge of fuel oil into the engine cylinder.The roller 110 that is carried by the lever 108, is yichlingly held incontact with its cam 111 by means of a coiled spring 112, Fig. f2 thatbears against a toe 113 formed integral with the lever 108. In thenormal or inoperative position of the parts the roller 107 that ismounted upon the rod 106 is situated directly above the fulcrum pin 109of the lever 108, in which position there Will be no vertical movementof the rod 106 and its associated parts, even though the lever 108should be actuated by its cam 111. If, however, the rod 106 with itsroller 107 is moved outward over the face of the lever 108 toward theouter end thereof, it will be apparent that the movement of the lever108 imparted thereto by the cam 111 will be transmitted to the rod 106and the valve 57 of the atomizer lifted to a degree depending upon thedistance the roller 107'" is moved outward over the face of the lever108, the lift of the valve 57 from its seat depending upon the positionof the roller 107 upon the face of the lever 108.

The roller 107 is normally held in yielding contact with the face of thelever 108 by means of a coiled spring 114, one end of which spring isconnected to the lever 58, at 115, and the other end being provided witha threaded stem 116, which passes through an opening in a bracket 117,the stem being provided with a thumb nut 118, by which the tension ofthe spring may be adjusted at Will.

As before indicated 'there are in the case of a reversible engine, twolevers 58 associated with each of the atomizer valves 57, and there arealso two sets of the valve actuating mechanisms last described as moreclearly shown in Fig. 1, these mechanisms being arranged side by side orparallel, and being independent-ly operable, one set being provided foroperation in running the engine ahead and the other set for operation inrunning the engine astern Then one of therods 106 is set for operationin cooperative relation with its associated actuating lever 108, theother of the rods 106 will remain in an inoperative or idle position.

The camshaft 40 is driven from the main shaft 121 having two crank arms122, 123, respectively, the arm 122 being slidably connected at 124, tothe rod 106, and the crank arm 123 being pivotally connected to a turnbuckle link 125, which link is pivoted at 126 to a verticallyreciprocating slide 127, as more clearly shown in Figs. 3 and 4, saidslide being normally urged in an upward direction by means of the coileds ring 128, one end of which is attached to t e engine frame, and theother cnd of which is provided with a threaded stem 129 which assesthrough an opening in a lug 180 carried by the slide 127, the said stembeing provided with a thumb nut 131, by which the tension of the springmay be adjusted.

As more clearly shown in Figs. 1 and4 there are two sets ofthefmechanisms just described, these being arranged on opposite sides ofthe two levers 108, and one set cooperating with each of the connectingrods 106, the said mechanisms being independently operable. Between thelower ends of the'two slides 127 is located a substantially T-shapedlever 132 pivoted at 133, said lever having at its upper end a pair ofoppositely extending arms 134, each of which normally rests upon a pinor roller 135, one such roller being carried by each of the slides 127so that if the T-shaped lever 132 is moved in one direction, as forinstance to the right, the arm 134 will act on the pin or roller 135 ofone of the slides 127 and move the same downward, which movement will inturn, through its connections with the crank lever 121, move one of theconnecting rods 106 outward in position over the face of the lever 108to be actuated by the operating cam 111 to lift the valve 57 of theatomizer, and thus admit a charge of fuel oil into the engine cylinder,the before mentioned spring 128 returning the slides 127 to normalposition when the control lever 41 is brought to Vthe stop position onthe dial 46. If, on the other hand the T-shaped lever 132 is moved inthe opposite direction, as for instance to the left, the slide 127 onthe right side of the T-shaped lever will be moved downward to operatethe other of the connecting rods 106 to set, the same in coperativerelation with its associated lever 108. The lower end of the T-shapcdlever 182 is pivotally connected to a slide bar 136, which slide bar isconnected at one end of a crank arm 137 carried by the shaft 42 of thecontrol lever, as more clearly shown in Fig. 1.

It will be understood that there are as many T-shaped levers 132 asthere are engine cylinders, and that the slide bar 136 is connected toeach of the said levers, so that a movement of the manual control leverin one direction or the other will effect a corresponding movement ofall the T-shaped levers 132, and it will also be understood that if themanual control lever is moved in one direction, as for instance to theri ht to set the engine for running ahea all the proper connecting rods106 of the engine cylinders, if there be more than one, will also be setfor this operation, and if the manual control lever be moved in theopposite direction, as for instance to the left, the corresponding partswill be set for running the engine astern.

The fuel oil for operating the engine lis ted to the engine cylinders bymeans of a variably acting plunger pump shown generally in Fig. 1 of theaccompanying drawings, there being a separate pump for feeding oil toeach of the engine cylinders.' In the said drawings the referencenumeral 61 designates one of the pump cylinders in which is reciprocablymounted a plunger 62, the latter'bemg normally held in retractedposition by means of a coiled spring 63 coiled about the lower end of astem'extension 64 of the plunger, said extension passing A through aguide 65 between the end of which and a nut 66, carried by the stemextension, the said coiled spring is meV inted, the nut 66 serving toadjust the tension of the spring. The pump cylinder 61 is provided atits upper end with an intake ipe 67 leading from the fuel oil supply tant 68v and the oil is delivered to the engine cylinder or cylindersthrough the delivery'pipe 69 leading from each pump cylinder 61.

The pump mechanism is provided with adjusting means for varying thestroke of the pump plungers to vary the quantity of fuel oil fed to theengine cylinders. This plunger 4adjusting means is connected to themanual cntrol lever 41 of the engine so as to be adjusted by said leversimultaneously with the adjustment of the atomizer valve adjustingmeans. The adjusting means for the plungers of the oil pumping mechanismis actuated in the instance shown by a pinion 97 mounted upon a shaft 82forming a part of the pumping mechanism, the said pinion 97 beingrotated in the proper direction to adjust the stroke of the pump plngerby means of a rack bar 96 pivotally -connected at one end to a bellcrank lever 95, which bell crank lever is connected by means of a link94 to a crank arm 93 fixed to the shaft 42 .of the manual control lever41, so that any movement of the said control lever 41 in eitherdirection will, through the connection described, cause the rack 96 torotate the pinion 97 in the proper direction, and to the proper degreeto regulate the fuel oil fed to the engine cylinders.

The plungers 62 of the pump mechanism are, in the insta-nce shown,actuated by a pair of bell crank actuators 73 arranged opposite eachother, the arms 74 being located in parallelism on opposite sides of acam shaft 76 so as to be alternately engaged by the cam carried by saidshaft. Each bell crank lever 73 is mounted to swing on a ulcrum pin 78carried by a laterally shiftable slide plate 79, the said plates beingfree to slide toward and from each other in dove-tailed guides.`

The movement of the slide plates 79 with their fulcrum pins and bellcrank levers is effected through the medium of two Worm spindles 81, 82.each spindle carrying a pair of right and left hand worms 83, 84,respectively, each of which pair of worms is in mesh or gear with a wormsector 85, the sectors revolving on the pins which cari-.y the bellcrank levers 73, so that whatever movement is imparted to the sectorswill likewise be imparted to the bell crank levers so as to move theirlower ends 74 toward and from each other, or toward and from the cam 75on the shaft 76, the worm sectors being arranged to revolve on theirfulcrum pins 78 and roll as pinions on a rack depending upon which ofthe worm spindles 81, 82 is stationary, thereby causing the fulcrum pins78 with their bell cranks 73, to move away from each other or closertogether according,to the direction of revolution of the worm spindles81 or 82, and thereby increase or diminish the stroke of the fuel pumpplungers 62 which are driven through a suitable connection with theshorter arms 72 of the bell crank levers and theyokes 71 of the pumpplungers. The spindle 82 is provided at one end with the beforementionedpinion 97 with which the f rack 96 engages, said rack being connected tothe manual control lever 41, as herein-` before described.

I do not, in the present application, claim the pumping mechanism perse, except as the same or some other type of variable stroke pumpingmechanism is employed in connection with a manual control lever that inturn is connected to an adjusting mechanism for varying the lift of theatomizer valve. The pumping mechanism vherein shown forms the subjectmatter of a separate application.

The lever 93 on the shaft 42 of tlie manual control lever is on a deadcenter so that whichever way the control lever 41 is moved, that is tosay either ahead or astern,7 the rack 96 will always move in the samedirection of movement of the control lever. By reason of thisconstruction it will be seen that whenever the manual control lever 41is moved to bring its locking .dog into engage ment with, for instance,the second notch in the dial plate 46, the worm spindle 82, through itsrackand pinion connections and 97, bell crank 95, and link andcranconnections 94, 93 with the shaft' 42 .of the control lever will bringthe arms'74 of the plunger actuators close together to be engaged andoperated by the cam 75 on the shaft 76, the distance between thearms 74atomizer valve.

rdimm.

of the plunger actuators Varying depending upon the amount ofmovementgiven the control lever 41, it being understood, of course, that thedial 46 about which the control lever moves, has several fuel feeding'positions, to any one. of which the contr'ol Y it is mounted upon thecontrol lever shaft 42, said bushing having a substantiallysemi-circular cut out portion partially surrounding the said shaft andterminating at its ends in two shoulders or abutments 99 with either oneor the other of which `engages a key 100 carried by the shaft 42 so thatduring the initial movement of the control lever in either direction,that is to say to the right or to the left, no movement will be impartedto the crank arm 93 and its associated. mechanism leading to the fuelfeed pumps. By this means I am able to move the control lever to the rstnotch p0- sition in order to start the engine as by compressed airpower, without feeding fuel oil to the engine cylinders or opening theImmediately, however, the control lever is moved past the first notchposition, the key 100 will engage one or the otherof the shoulders 99depending upon the direction of movement of the control lever, and thecrank arm 93 will then begin' to turn with the control lever shaft 42 tomove the bell crank levers 73 in position for engagement with theiractuating cam 75, it being understood that when in normal position orthe idle position of the parts, the levers will be so widely separatedthat the cam 75 cannot engage the arm 74. The crank arm 137 that iscarried by the shaft '42 has a similar lost motion sleeve connec-V Ymechanism, as well as the oil pumping mechanism, is a lost motionconnection, and the manual control lever may thus be moved a certaindistance either ahead or astern without affecting the operation of the.oil

der of an internal combustion engine of the pumping 4mechanism or theatomizer valve actuating mechanism.

What I claim is 1. The combination with the power cylinder of aninternal combustion engine, of a valve controlled atomizer for saidpower cylinder, a valve actuator for the atomizer valve, means forfeeding fuel oil to the power cylinder, and a controller havingoperative connections with said fuel feeding means and said valveactuator.

2. The combination with the power cylinder of an internal combustionengine, of an atomizer valve forsaid power cylinder, a valve actuatorfor said valve, means for feeding fuel oil to the power cylinder, and acontroller, for governing the operation of said fuel feeding means andsaid valve actuator, said controller having lost motion connectionsbetween the fuel feeding means and actuators respectively.

3. In 'combination with the power cylinder of an internal combustionengine, an atomizer valve, valve actuating means there for, andacontroller for starting and stopping the engine, said controller havingan operative connection with said valve actu'- ating means for variablyvlifting the valve and for rendering the valve inactive.

4. In combination with the power cylin reversibletype, an atomizer valvefor admitting fuel oil to the power cylinder, optionally operable Pluralmeans for lifting said atomizer valve, and a single manually operablecontroller having separate operative connections respectively with saidoptional valve lifting means for rendering either means operative. l

5. In combination with thepower cylinder of an internal combustionengine, of an atomizer valve for feeding fuel -oil to said cylinder, apivoted valve actuator, means for operating the actuator, and anvadjustable connection between the -actuator and `the valve,said-connection being movable toward and from the pivotal point of theactuator.

6. In combination with the power cylinder of an internal combustionengine, of an atomizer valve for feeding fuel oil to said cylinder, apivoted valve actuator, means for operating the actuator, an adjustableconnection betweenthe actuator and the valve, said vconnection beingmovable toward and from the'pivotal point of the actuator, a controllever, and an operative connection between said control lever and saidadjustable connection. 4

"7. In combination with the power cylinder of an internal combustionengine of the reversible type, an atomizer valve for feeding fuel oil tothe cylinder, a' pair of valve actuators for said valve, variable meansfor operating the valve actuators, aud-a manu-v ally operable controllerhaving independently operable connections with said variable means.

8. In combination with the power cylinl der of an internal combustionengine, an atomizer valve for feeding fuel oil to said cylinder, a pairof valve actuators' for each atomizer valve, variable means foroperating the valve actuators, variable means fc:` feeding fuel oil tothe atomizervalve, and a manually operable controller having oper-`ative connections with both sa-id variable means.

' 9. In combination with the power cylinder of an internal combustionengine, an.

atomizer valve for said cylinder, a pair of 10. In combination with thepower cylin I der of an internal combustion engine, an atomizer valvefor said cylinder, a pair of levers for operating said valve, variablecam operated means for actuating each of said levers, variable means forfeeding fuel` oil to the atomizer, and a manually operable controllerhaving independent connections respectively with said variable oilfeeding means and said vvariable lever actuating means.

11. In combination with the power cylinder of an internal combustionengine, an atomizer valve for said cylinder, a pair of levers foroperating said valve, variable cam 'operated means for independentlyactuating each of said levers, and a manually oper-A able controllerhaving a lost motion connection with such variable lever actuatingmeans.

12. In combination wit'hthe power cylinder of an internal combustionengine, an atomizer valve for said cylinder, a pair of levers foroperating said valve, variable cam operated means for actuating each ofsaid levers independently, variable means for feeding fuel oil to saidatomizer, and a manually operable controller having independ-' ent lostmotion connections respectively with said variable oil feeding means andlsaid variable lever actuating means.y

13. In combination with the power cvlinder of an internal combustionengine, .an atomizer valve for said cylindeiga pair of independentlyoperable and independently adjustable actuating devices for said valve,means for operating said devices, a manual control lever for the engine,and means connecting said lever and said adjustable actuating devicesfor setting one or the other in position for operation depending uponthe direction of movement of the control lever.

14. In combination with the power cylinder of a'n internal combustionengine, an atomizer valve for said cylinder, a palr of independentlyoperable and independently ad-v justable actuating) devices for the saidatomizer valve, means for operating said devices, a manual control leverfor the engine, and means connecting said lever and-said adjustableactuating devices for setting one or the other into position foroperation depending upon the direction and extent of movement of thecontrol lever.

15. In combination with the power cylinder of an internal combustionengine, an atomizer valve for said cylinder, a pair of independentlyoperable, and independently adjustable actuating devices for said'valve, means `for operating'said devices,sepa'rate means foradjustingthe position of each of said devices relative to its operatingmeans, a manual control lever for the engine, and means connecting saidlever andl said separate adjusting means for ,setting one or the otherof the actuating devices into position foro'peration` depending upon thedirection' vof movement of the control lever.

16. In combination with the power lcylin- V der of 'an internalcombustion engine, an

atomizer valve for feeding fuel oil :to lsaid cylinder, a pairofi-pivoted levers for' lifting said valve, a pair of pivotedvalve-actuators, and a separate independently operable connectionbetween each lever and its asso'-v ciated valve-actuator.

17. In vcombinationfwiththe power cylinder of an internal combustionengine, an

atomizer-fvalve for feeding -uel-oil to lsaid cylinder, a` pivotedAlever for lifting said valve, aj-pivoted valve actuator, and anoperative connection between said lever and valve actuator, said`connection being adjustable relatively to the pivotal point of theactuator to vary the lift of the valve.

18. In combina-tion with `-thc power cylinder of an internal combustionengine, anA

atomizer valve for feeding fuel-oil to said cylinder, and sepaiateindependently operable optional means for actuating Said valve.

19. In combination with the power cylinder of an internal combustion`engine, an atomizer valve for admitting fuel-oil to the enginecylinder,`and separate independently operable means for actuating saidvalve, including an adjusting device for varying the lift of the valve..i

20. In combination with the power cylinder of an internal combustionengine, a'n atomizer valve for admitting fuel-oil to said cylinder, apivoted, leverhaving an operative connection with said valve, a valveactuator, a clam for operating said actuator at regular intervals, and alink connected at one end to said lever and having Aan adjustableconnection at its opposite endwith the valve actuator.

21. In combination'with-the power cylinderf of an linternal combustionengine, an atomizer valve for admitting fuel-oil to said cylinder, apivoted lever 58, having anoperative'connection with the stem of saidvalve, a pivoted valve-actuator 108, a cam for operating said actuatorat regular intervals, and a rod 10.6- pivoted at one end to the saidlever'and having its other end in adjustable engagement with the saidvalve actuator,

whereby to vary the lift of the valve.

22. In combinationwith the power cylinder of an internal combustionengine, any atomizer valve for admitting fuel-oil to said i cylinder, apivoted lever having an operative connection with the .stem of thevalve,y a pivoted valve-actuator, a cam for operating said actuator, arod pivotallyconnected at one end to said lever and having its other vadjustable over the face of said actuator, a'

crank-arm`for moving the said adjustable end of the rod, and means foroperatingthe said crank-arm. o

V24.v In combination with the power cylinder fof an internal combustionengine, an atomizer valve for admitting fuel-oil to said cylinder, apivoted lever for lifting said' valve, a valve-actuator, an operativeconnection between said lever and actuator, said connection having idleand operative positions, and means for 'normally maintaining the'saidconnection in its idle position.

25. In combination with the power cylinder of an internal combustionengine, an

atomizer valve for admitting fuel oil to said cylinder, plural'means foroperating said valve, and a controller having operative connections withsaid plural means for rendering either of said means operative.

26. In combination with the power cylinder of an internal combustionengine, an atomizer valvefor admitting fuel-oil to said cylinder,independently operable plural means for actuating said valve, said meanshaving idle and active positions, means for normally maintaining saidmeans in idle position, and a single operatingelement having operativeconnections with said plural means for setting either in operativeposition. 27. In an internal combustion engine of the Dieseltype-embodying power cylinders and pistons and scavenging cylinders andpistons, a valve controlled atomizer for each of the power cylinders, apair of levers for operating each of said valves, variable cam operatedmeans for actuating each of said levers, variable means for feeding fueloil to each of said atomizers, and a manually operable controller havingindependent connections respectively with said variable oil feedingmeans and said` variable lever actuating means. f p

28. In an internal combustion engine of the Diesel type embodying powercylinders and pistons and scavenging cylinders and pistons, a valvecontrolled atomizer for each of the power cylinders, a pair of leversfor operating each of .said valves, variable cam operated means lforactuating each `of said levers, variable means for 'feeding fuel oiltoeach of said atomizers, and a manually operable controller havingindependent lost motion connections respectively with said variable oilfeeding means and said variable lever actuating means.

29. In an internal combustion engine of the Diesel type embodying powercylinders and pistons, a fuel admission lvalve for each power cylinder,means for feeding fuel oil to said admission valves, a cam operatedvalve actuator for each admission valve, and a manual controller havingseparate operative connections respectively with said fuel feeding meansand said valve actuators.

30. In an internal combustion engine of the Diesel type embodying powercylinders and pistons, a valve controlled atomizer for delivering fueloil to each of the power cylinders, a lever for operating each of saidvalves, variable cam-operated y means for actuating each lever, variablemeans for ,feeding fuel oil to each of said atomizers, and a manuallyoperable controller having independent lost motion connectionsrespectively with said variable oil feeding means and said variablelever actuating means.

31. In an internal combustion engine of the Diesel type embodying aplurality of power cylinders and their coperating pistons, avalve-controlled atomizer for each of said cylinders, separate actuatingmeans for each atomizer valve including an adjustable member for varyingthe lift of its associated valve, and a single manually operablecontroller for stopping and starting the engine, said controller havingoperative connections with all of said adjustable members to move themsimultaneously into or out of operative position.

32. In a reversible internal combustion engine of the Diesel typeembodying a plurality of power cylinders and their coperating pistons,an atomizer valve for each of said cylinders, optionally operable pluralmeans for actuating each atomizer valve,

the Diesel type embodying a plurality of power cylinders and theircoperating pistons, an atomizer valve for each cylinder, actuating meansfor each valve including an adjustable member as 106,*for varying thelift of the valve, a manually'operable'controller, and connectionsbetween said controller and each of said adjustable members, including'al vertically reciprocating slide 127, a pivoted member v132, having ahooked portion in engagement with the slide, and a bar 186, connectedrespectively to the controller and all the said pivoted members.

34. In an internal combustion engineembodying a power cylinder andcoperating piston, an atomizer valve. for admitting fuel oil to saidcylinder, actuating means for said valve including a pair ofindependently operable adjustable members vas 106, for varying the liftof the valve', a manually operable controller, and a connection betweensaid controller and adjustable memA bers, including a pair of verticallyreciprocating slides as 127, one connected to each such member, asubstantially Tshaped pivoted member as 132, arranged between and havingengagement with said slides, and a bar as 136, connected respectively tothe controller and to the said pivoted member.

In an internal combustion engine of the Diesel type embodying powercylinders and pistons and scavenging cylinders and pistons, an atomizervalve associated with e'ach power cylinder, adjustable pumping means forfeeding` fuel-oil in regulated charges to the said valves,adjustable'means for variably actuating said valves, and a singlemanually operable controller having separate operative connectionsrespectively with said pumping means' and said valve actuating means. f

In testimony whereof I have hereunto set my hand in presence of twosubscribing witnesses.

Y LEONARD B. HARRIS. Witnesses:

G. W. CARPENTER, JOHN C. PURCELL.

